I recently took inventory of my carb stash and found several sets are patiently awaiting their turn in the ultrasonic cleaner for a cleaning and rebuild. The final step of the process is to mount them on a running bike for operational checks and syncing. Well, with Project 40 sitting idle while I wait for some parts, I have a perfect place to take care of the tuning part, at least for the 2d-gen carbs.

One of the cool parts of Project 40's build is mounting a set of freshly restored period Kerker slip-ons. I've never had a dual Kerker system in the shop and was anxious to hear them on the bike. The mufflers got treated to hours of rust removal and fresh black paint, and several more hours spent on the aluminum canisters and end caps. I also repacked them with fiberglass mat.

I think they sound great! A camera phone can't really capture the sound and we're stuck inside a garage, but so far I like 'em.

I've recently rolled Project 39, a 1993 VFR750, onto the lift for its preliminary mechanical checks in preparation for its first start in many years. After stripping the bodywork, carbs and radiator, I gave it a once-over with compressed air to remove any debris that might get into the engine internals when the cams are exposed. In the process, I found that the clutch and alternator covers are riddled with underlying corrosion, allowing the paint to blow right away. I've no way of knowing if they had been repainted at some point, but I sure hope that the covers are salvageable when their time comes.

I don't see these come up very often, at least not in serviceable condition. This Staintune slip-on should fit the 1994-97 VFR750 with two mounting points in addition to the flared header mount.

I'm assuming the finish is stainless steel, so it won't respond to refurbishment as easily as aluminum, but the seller states, "No dents, scrapes, holes, or leaks. Usual light scratches in the finish." I can't tell if this is a high or mid-mount but judging from the length of the mid-pipe I'm thinking high mount. In any case, a useable Staintune slip-on for $194.40 shipped is what I consider a fair deal.

For a more complete photo tutorial on modifying the front & rear fenders on the second-gen VFR, see the "Maintenance" page, #35.
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Reader Scott sent along some photos of his very clean rear fender bob on his VFR700 F2. The 2d-gen's fender is a separate extension piece which bolts to the main fender structure, while the later bikes were a single unit. This allows a complete removal of the extension and bolting on an aftermarket metal license bracket. Another approach is to shorten the existing fender, eliminating the bottom reflector and even the bulky license plate light, if desired. This is the route Scott took and he did a smooth job of it.

Remember, most, if not all, states require a rear reflector and license plate light, so proceed accordingly.

Scott solved the lighting question by wiring in LED lighted license bolts. You can also source a stick-on LED light and mount it to the bottom of the tail light. He traced out the side curve using an 18-inch wheel rim, then ground the shape with a bench grinder stone. The side of the stone produced a straight lower edge. He then finished up with sandpaper to smooth and round the edges. Comparing Scott's to the OEM fender in the photos below, you can quickly see how the modification visually lightens the rear of the bike and yet retains the original style line.

And how about those dual Jardine mufflers? I've never seen this option, Scott telling me he purchased the kit, new, off eBay many years ago. They originally sported a shiny aluminum finish, so that might be a rewarding future project for Scott. He adds that they're "very open and loud." Other changes to the bike include a Corbin seat and Fox remote reservoir shock.

Reader Brian has been working with his friend, Dave, to bring Brian's 1986 VFR700F back on the road. Brian has owned this Interceptor for nearly 32 years, through many long-distance moves all over the U.S., amazingly without a scratch. Brian even states, "I haven't dropped it…it has really never been dirty." Now with some 20,000 miles, the bike was in need of a thorough maintenance regimen, and that's when Dave made contact with me for some advice and encouragement.

But it's Brian's backstory that explains his deep connection to this motorcycle. Enduring a difficult and traumatic childhood that would leave most of us scarred and bitter, Brian used some of his young Mother's estate to buy this bike. In his words, "to put it mildly, we were a family that had little, sometimes no food, ratty clothes, etc. When my mom died young I was 25, she gave me my proceeds from her estate, and I used that to buy the VFR, catching it at low tide, I think. $2500 for a mint VFR with 6k miles was a steal even then. Now you know why I have vowed to never sell it!"

Another case where our machines can represent more than the sum of their parts. Thanks for sharing, Brian.

What: 1995 VFR750F
Where: Chantilly, Virginia
Why: Fair price, ready-to-ride
Price: $2500 OBO

The last and most refined of the carbureted VFRs, this generation boasts performance, comfort and the built-in class of the unique (at the time) V4 powerplant — and this example will sing the V4's music with the addition of a Two Brothers slip-on muffler. With 29,000 miles, the bike also includes an aftermarket seat (seat cover?), new rectifier, fork seals, tires, battery and fresh fluids. It could benefit from a detailing but this bike represents a great buy for a classic sport touring bike, something the VFR line excels at.

The space vehicle we call Earth is tilting once again, reducing Mother Sun's effective calefaction to those of us on the top half of the globe…in other words, winter is coming, and for those of us in America's snow belt, that translates into some five months of motorbike hibernation.

Machines don't respond well to disuse, but there's at least one common storage misconception that we need to heed, and that's the fallacy that running an engine during storage is somehow "good" for the machine. It is not, and the photo below is graphic proof. What we're looking at is an amazing window into the innards of a 1986 VFR750F, thanks to Sebspeed's modified clutch cover. What we see is a huge accumulation of moisture created when a cold engine has been run for the first few minutes after startup. What we don't see is the production of acids created by the incomplete combustion process, due to the cold engine's need for a rich fuel setting and those gasses slipping past the not-yet-expanded cylinders and rings. Note that by "cold" I mean any ambient temperature — not just the cold months. This photo was take on a warm summer day.

This situation took 20 minutes of running in order to heat the engine's interior to the point where the excess moisture finally evaporated and the window cleared. When a well-meaning owner starts his engine every few weeks and idles it for several minutes this is what he or she is producing. The inside surfaces of the crankcase are awash in this water and acid soup, and when it's shut down the corrosion of aluminum and steel parts begins — bearings, gears, camshafts, etc. A stored engine does not need this exercise, but if you insist on making yourself feel better by running your stored engine, then it must be taken on the road for at least 20 minutes of normal riding to effectively dissipate this stuff. If not, you're doing more harm than good.

And, speaking of acids, remember that used motor oil holds suspended combustion acids. These too will spend the winter months eating away at your engine's internal bits. That's why engine oil should be changed at the END of the riding season, NOT the beginning.

Be considerate of our machine's needs; when the warm temperatures return we will be rewarded with a willing and able riding companion.